Jaguar 2013 B99
Jaguar XF
Jaguar XF 2.2D pricing (plus on-road costs):
ITALIAN design house Bertone has unveiled its vision of a future compact Jaguar sedan ahead of next week’s Geneva motor show.
Said to have been created in conjunction with the Tata-owned luxury brand, and dubbed B99 (to celebrate Bertone’s 99th anniversary), the Geneva debutante is most probably a glimpse into Jaguar’s next BMW 3 Series combatant due by 2014.
As well as the car pictured, a GT2 racing version with high-speed aero appendages and aggressive graphics will also be unveiled in Geneva.
At 4.5 metres long, the Bertone concept conforms to the D-segment, furthering speculation that this will indeed be Jaguar’s barometer for another tilt at the class it failed to crack with the slow-selling X-Type from 2001 to 2010.
Unlike the more fastback style of the new XJ and XF models, the B99 is a surprising return to unmistakably ‘British’ Jaguar styling themes, with apparent influences from the original XJ Series 1 and E-Type.
Only the slit-like headlights and prominent ovoid grille relate to the current XJ and XF.
Top: Jaguar Bertone 99 concept. Bottom: Jaguar X-Type, the brand's last small-medium sedan.
“Jaguar is looking at a new design direction and a small car — and we think this is the right style, with a very light glasshouse and the visual weight concentrated onto the wheels,” Bertone design director Mike Robinson told Britain’s Autocar magazine.
“Our B99 is definitely not a fastback. We think the fastback lifts the body volume too high above the rear wheels. Jags have always had the weight concentrated on the wheels.”
However, Mr Robinson denied the B99 is a retro design.
“I’m an anti-retroist,” he said. “This is not an old classic design. It’s a new classic.”
Autocar revealed that former Rover and Rolls-Royce designer Adrian Griffiths worked on the project as part of the Bertone team briefed by Jaguar design chief Ian Callum and advanced design boss Julian Thomson.
Bertone hopes to formally present its designs to Jaguar after the Geneva show.
Underneath the aluminium body with its Mazda RX8-style rear-hinged back doors is believed to be a full hybrid powertrain created by the ‘Bertone Energy’ division – the company’s newly established renewable energy research arm.
The still-secret interior reportedly features Apple iPad-inspired visual and operational simplicity (to match the exterior theme of uncluttered style), along with Italian leather, brushed aluminium and high-gloss wood from Africa.
The B99 is Bertone’s fifth Jaguar concept in 54 years, having previously produced an XK 150 concept in 1957 (four of which were built), followed by the 1966 FT, 1967 Pirana and 1977 Ascot show cars.
Said to have been created in conjunction with the Tata-owned luxury brand, and dubbed B99 (to celebrate Bertone’s 99th anniversary), the Geneva debutante is most probably a glimpse into Jaguar’s next BMW 3 Series combatant due by 2014.
As well as the car pictured, a GT2 racing version with high-speed aero appendages and aggressive graphics will also be unveiled in Geneva.
At 4.5 metres long, the Bertone concept conforms to the D-segment, furthering speculation that this will indeed be Jaguar’s barometer for another tilt at the class it failed to crack with the slow-selling X-Type from 2001 to 2010.
Unlike the more fastback style of the new XJ and XF models, the B99 is a surprising return to unmistakably ‘British’ Jaguar styling themes, with apparent influences from the original XJ Series 1 and E-Type.
Only the slit-like headlights and prominent ovoid grille relate to the current XJ and XF.
Top: Jaguar Bertone 99 concept. Bottom: Jaguar X-Type, the brand's last small-medium sedan.“Jaguar is looking at a new design direction and a small car — and we think this is the right style, with a very light glasshouse and the visual weight concentrated onto the wheels,” Bertone design director Mike Robinson told Britain’s Autocar magazine.
“Our B99 is definitely not a fastback. We think the fastback lifts the body volume too high above the rear wheels. Jags have always had the weight concentrated on the wheels.”
However, Mr Robinson denied the B99 is a retro design.
“I’m an anti-retroist,” he said. “This is not an old classic design. It’s a new classic.”
Autocar revealed that former Rover and Rolls-Royce designer Adrian Griffiths worked on the project as part of the Bertone team briefed by Jaguar design chief Ian Callum and advanced design boss Julian Thomson.
Bertone hopes to formally present its designs to Jaguar after the Geneva show.
Underneath the aluminium body with its Mazda RX8-style rear-hinged back doors is believed to be a full hybrid powertrain created by the ‘Bertone Energy’ division – the company’s newly established renewable energy research arm.
The still-secret interior reportedly features Apple iPad-inspired visual and operational simplicity (to match the exterior theme of uncluttered style), along with Italian leather, brushed aluminium and high-gloss wood from Africa.
The B99 is Bertone’s fifth Jaguar concept in 54 years, having previously produced an XK 150 concept in 1957 (four of which were built), followed by the 1966 FT, 1967 Pirana and 1977 Ascot show cars.
JAGUAR’S most efficient model ever has arrived in Australia, where its low 5.4L/100km combined fuel consumption figure will help make the new 2.2D the cheapest XF ever sold here.
Powered by a 2.2-litre turbo-diesel engine, the first four-cylinder XF headlines an upgraded 12MY range that arrives in local showrooms on October 24, more than three years after the sleek new XF replaced the S-Type as Jaguar’s large sedan offering.
Pricing for the rest of the 12MY XF range will be announced later this week, when Jaguar Australia will reveal a reshuffled line-up of V6 petrol and diesel and V8 petrol and supercharged XFR variants with pricing and specification to compete more aggressively with their most direct German rivals.
Apart from the 2.2D, pricing has been confirmed only for the supercharged XFR range-topper, which rises from $207,905 to $210,990.
For now, Jaguar is firmly focused on the entry-level XF 2.2D, which is now the British brand’s most affordable model at a nationwide driveaway price of $84,990, fitted with satellite-navigation (normally $2495) but not metallic paint ($2780).
While a better equipped XF 2.2D Premium Luxury version is also available for $86,100, the base 2.2D Luxury arrives with a manufacturer’s list price of just $78,900 plus on-road costs – almost $15,000 less than the least expensive Jaguar currently available, the XF 3.0 V6 ($93,815).
More importantly, the new XF diesel-four is $4400 cheaper than its two fiercest German rivals – the BMW 520d and Mercedes-Benz E220 CDI sedan, which both open their respective 5 Series and E-class model ranges at $83,300 plus on-road costs.
With diesels accounting for almost half of all luxury car sales in Australia, Jaguar expects the first sub-$80,000 XF to attract a raft of new customers to the brand, and to bring back buyers of the discontinued X-Type mid-size sedan – at least those who purchased premium versions, or the base model before run-out pricing was slashed to less than $50,000.
Jaguar Australia brand manager Kevin Goult said the XF 2.2D has allowed the British brand, which has always traded on its exclusivity, to lower its price boundary to let more people in.
“Yes, the Jaguar brand is an exclusive club,” he said. “What we want to do is increase the number of members in it. That exclusivity remains, but we want more customers and we know how to target them.
“We’re heading to a broader demographic. Diesel addresses 46 per cent of a market we haven’t been able to target as a demographic. We all know who they are – the German trio – but the XF 2.2D gives us the opportunity to talk to them.”
Spearheading the midlife makeover for the XF that includes a number of technical and cosmetic upgrades inside and out, the 2.2D represents the third entry-level price reduction for the XF since it was introduced here in April 2008 with a base price of $109,450 for the 3.0 V6 petrol version.
The 3.0D became the first sub-$100,000 diesel XF last September, when it arrived with less equipment than the $116,250 XF S Diesel, while the new 3.0 V6 petrol variant lowered base XF pricing by $12,000 to $93,900 in July 2010.
Jaguar will not reveal its sales ambitions for the new 2.2D or revised 12MY XF line-up, other than to say it expects “big changes to customer and retail numbers”, but says it expects a strong proportion of conquest sales as well as more business buyers.
“I’d like to think we’ll see buyers from the German brands including Volkswagen, but we’re also now within reach of customers of homegrown brands – buyers of top-end Falcons and Commodores,” said Mr Goult.
To September this year, Jaguar has sold 386 XFs in Australia – 7.5 per cent up on 2010 figures – helping the brand to a five per cent overall sales increase excluding the X-Type. Including the X-Type, Jaguar Australia sales are down 31.4 per cent, thanks in part to a 30 per cent decline in sales of the two-door XK, which also receives a facelift and price cut this month.
In comparison, 5 Series sales are up almost 40 per cent to 1042, A6 sales are up 29.4 per cent to 528, E-class sales are down 33.8 per cent to 1122 and supply-restricted Lexus GS sales have slumped 46.1 per cent to just 69, in a $70,000-plus luxury large-car segment that is down 1.2 per cent and also includes the 5 Series GT, Benz CLS, A7, Volvo S80, Honda Legend, Saab 9-5 and Citroen C6.
On paper, the 2.2D is a competitive proposition, its optimised Jaguar Land Rover-developed long-stroke 2.179-litre AJ-i4D engine offering 140kW of power at 3500rpm and some 450Nm of torque from just 2000rpm, to deliver 0-100km/h acceleration in 8.5 seconds and a 225km/h top speed.
Matched as standard with the same ZF eight-speed automatic transmission that is now seen in the 3.0 V6 diesel and (S) petrol models – but in this case accompanied by Jaguar’s debut automatic idle-stop system – the rear-drive XF 2.2D returns combined fuel consumption of just 5.4L/100km and CO2 emissions of 149g/km.
That is not far off the 5.0L/100km and 133g/km efficiency figures of the upcoming Range Rover Evoque with a similar (110kW) engine in base 2WD six-speed manual guise.
More significantly, although the new Lexus GS will not arrive until next year, the XF 2.2D offers more performance than the 2.0-litre eight-speed 520d (135kW/380Nm) and 2.1-litre five-speed E220 CDI (125kW/400Nm), while being slightly less efficient than the former (5.2L/100km) but more efficient than the latter (5.9L/100km).
Powered by a 2.2-litre turbo-diesel engine, the first four-cylinder XF headlines an upgraded 12MY range that arrives in local showrooms on October 24, more than three years after the sleek new XF replaced the S-Type as Jaguar’s large sedan offering.
Pricing for the rest of the 12MY XF range will be announced later this week, when Jaguar Australia will reveal a reshuffled line-up of V6 petrol and diesel and V8 petrol and supercharged XFR variants with pricing and specification to compete more aggressively with their most direct German rivals.
Apart from the 2.2D, pricing has been confirmed only for the supercharged XFR range-topper, which rises from $207,905 to $210,990.
For now, Jaguar is firmly focused on the entry-level XF 2.2D, which is now the British brand’s most affordable model at a nationwide driveaway price of $84,990, fitted with satellite-navigation (normally $2495) but not metallic paint ($2780).
While a better equipped XF 2.2D Premium Luxury version is also available for $86,100, the base 2.2D Luxury arrives with a manufacturer’s list price of just $78,900 plus on-road costs – almost $15,000 less than the least expensive Jaguar currently available, the XF 3.0 V6 ($93,815).
More importantly, the new XF diesel-four is $4400 cheaper than its two fiercest German rivals – the BMW 520d and Mercedes-Benz E220 CDI sedan, which both open their respective 5 Series and E-class model ranges at $83,300 plus on-road costs.
With diesels accounting for almost half of all luxury car sales in Australia, Jaguar expects the first sub-$80,000 XF to attract a raft of new customers to the brand, and to bring back buyers of the discontinued X-Type mid-size sedan – at least those who purchased premium versions, or the base model before run-out pricing was slashed to less than $50,000.Jaguar Australia brand manager Kevin Goult said the XF 2.2D has allowed the British brand, which has always traded on its exclusivity, to lower its price boundary to let more people in.
“Yes, the Jaguar brand is an exclusive club,” he said. “What we want to do is increase the number of members in it. That exclusivity remains, but we want more customers and we know how to target them.
“We’re heading to a broader demographic. Diesel addresses 46 per cent of a market we haven’t been able to target as a demographic. We all know who they are – the German trio – but the XF 2.2D gives us the opportunity to talk to them.”
Spearheading the midlife makeover for the XF that includes a number of technical and cosmetic upgrades inside and out, the 2.2D represents the third entry-level price reduction for the XF since it was introduced here in April 2008 with a base price of $109,450 for the 3.0 V6 petrol version.
The 3.0D became the first sub-$100,000 diesel XF last September, when it arrived with less equipment than the $116,250 XF S Diesel, while the new 3.0 V6 petrol variant lowered base XF pricing by $12,000 to $93,900 in July 2010.
Jaguar will not reveal its sales ambitions for the new 2.2D or revised 12MY XF line-up, other than to say it expects “big changes to customer and retail numbers”, but says it expects a strong proportion of conquest sales as well as more business buyers.
“I’d like to think we’ll see buyers from the German brands including Volkswagen, but we’re also now within reach of customers of homegrown brands – buyers of top-end Falcons and Commodores,” said Mr Goult.
To September this year, Jaguar has sold 386 XFs in Australia – 7.5 per cent up on 2010 figures – helping the brand to a five per cent overall sales increase excluding the X-Type. Including the X-Type, Jaguar Australia sales are down 31.4 per cent, thanks in part to a 30 per cent decline in sales of the two-door XK, which also receives a facelift and price cut this month.
In comparison, 5 Series sales are up almost 40 per cent to 1042, A6 sales are up 29.4 per cent to 528, E-class sales are down 33.8 per cent to 1122 and supply-restricted Lexus GS sales have slumped 46.1 per cent to just 69, in a $70,000-plus luxury large-car segment that is down 1.2 per cent and also includes the 5 Series GT, Benz CLS, A7, Volvo S80, Honda Legend, Saab 9-5 and Citroen C6.
On paper, the 2.2D is a competitive proposition, its optimised Jaguar Land Rover-developed long-stroke 2.179-litre AJ-i4D engine offering 140kW of power at 3500rpm and some 450Nm of torque from just 2000rpm, to deliver 0-100km/h acceleration in 8.5 seconds and a 225km/h top speed.
Matched as standard with the same ZF eight-speed automatic transmission that is now seen in the 3.0 V6 diesel and (S) petrol models – but in this case accompanied by Jaguar’s debut automatic idle-stop system – the rear-drive XF 2.2D returns combined fuel consumption of just 5.4L/100km and CO2 emissions of 149g/km.
That is not far off the 5.0L/100km and 133g/km efficiency figures of the upcoming Range Rover Evoque with a similar (110kW) engine in base 2WD six-speed manual guise.
More significantly, although the new Lexus GS will not arrive until next year, the XF 2.2D offers more performance than the 2.0-litre eight-speed 520d (135kW/380Nm) and 2.1-litre five-speed E220 CDI (125kW/400Nm), while being slightly less efficient than the former (5.2L/100km) but more efficient than the latter (5.9L/100km).
Jaguar XF 2.2D pricing (plus on-road costs):
Luxury (a) $78,900
Premium Luxury (a) $86,100
Jaguar 2012 XKR-S
JAGUAR has taken the wraps off the convertible version of its mighty XKR-S sports car at this week’s Los Angeles motor show, revealing it will match the coupe’s acceleration performance and 300km/h top speed.
Jaguar Australia brand manager Kevin Goult told GoAuto that the fastest and most powerful convertible in the British luxury brand’s history will come to Australia, priced “near to $360,000”, with first examples arriving next March at the earliest.
“We had an enquiry the minute we showed the XKR-S coupe,” said Mr Goult.
Jaguar has sold eight of the $340,000 XKR-S coupes in Australia – in addition to a press demonstrator – all of which have been allocated an early January production slot.
The number of XKR-S models on Australian roads will be limited to around ten, meaning the hot Jaguar will enjoy a similar level of exclusivity as the Lexus LFA supercar costing more than twice as much.
“While we are not saying this will be strictly limited to 10 at this point, we decided to manage it at eight and then see if that creates a bit more energy for the car,” said Mr Goult.
“Because we knew the convertible was coming (but could not announce it) we didn’t want to exhaust the segment.”
Although the 1795kg XKR-S convertible is 42kg heavier than the coupe and has the same 405kW/680Nm supercharged 5.0-litre V8, the two variants have identical performance figures with a claimed 0-100km/h acceleration time of 4.4 seconds.
Left: XKR-S convertible. Below: C-X16.
The only major technical difference is the “acoustically treated” folding hood – available in seven colours – that can deploy in 18 seconds and has been proven to withstand the car’s electronically limited 300km/h maximum speed.
In addition to the beefed-up V8 that makes the XKR-S Jaguar’s fastest-ever drop-top, it shares the coupe’s aggressive-looking aerodynamic bodykit, track-bred suspension set-up, recalibrated steering and lightweight 20-inch forged alloy wheels.
Meanwhile, huge 380mm front brake discs – and almost as big at 376mm on the rear – are grabbed by aluminium callipers that provide a front friction surface area 44 per cent greater than the regular XK.
Developing the drop-top XKR-S was simplified because the XK’s largely aluminium structure was engineered from the outset as a convertible, rather than originating as a coupe and then re-engineered as a convertible.
Jaguar chief engineer for vehicle integrity Mike Cross said: “This allowed us to apply the XKR-S coupe’s sporting suspension settings to create a convertible with no compromises.
“Its blend of great speed, precision and dynamism is given an extra dimension with the roof down and that thrilling exhaust soundtrack.”
Also drawing the crowds at the LA show was Jaguar’s C-X16 hybrid sports car concept – first unveiled at Frankfurt in September but repainted in Neutron White.
The sub-XK two-seater’s low 1600kg weight and hybrid drivetrain promises performance equalling that of the XKR-S while consuming around half the fuel.
Its 3.0-litre supercharged petrol V6 pumps out 280kW of power and 450Nm of torque – an impressive specific output of 93kW per litre – supplemented by a 70kW/235Nm electric motor bolted to its eight-speed ZF automatic transmission.
The hybrid matches the XKR-S for performance –sharing the same 4.4-second 0-100km/h time and 300km/h top speed – but almost halves the fuel consumption at just 6.9 litres per 100 kilometres (against 12.3L/100km for the XKR-S).
Mr Goult said Australian Jaguar Dealers had already reported customers expressing an interest in the C-X16 and that Jaguar Australia “will be near the front of the queue” should it go into production.
He said that, aside from “things like the mirrors and some of the seating activity”, the C-X16 as presented could in theory be put into production.
“We really want to make a smaller sports car (and) this could well be one of those (40) new models that JLR launches over the next five years,” he said.
Mr Goult added that, since being separated from the Ford-owned Premier Automotive Group and coming under Indian-based Tata control, Jaguar is more comfortable about competing with British rival Aston Martin.
“We’ve always shared a bit of territory and when we were under the Premier Automotive Group it was a bit harder to compete against them because there were boundaries we didn’t want to cross.
Jaguar 2011 XF
Premium Luxury (a) $86,100
JAGUAR has taken the wraps off the convertible version of its mighty XKR-S sports car at this week’s Los Angeles motor show, revealing it will match the coupe’s acceleration performance and 300km/h top speed.
Jaguar Australia brand manager Kevin Goult told GoAuto that the fastest and most powerful convertible in the British luxury brand’s history will come to Australia, priced “near to $360,000”, with first examples arriving next March at the earliest.
“We had an enquiry the minute we showed the XKR-S coupe,” said Mr Goult.
Jaguar has sold eight of the $340,000 XKR-S coupes in Australia – in addition to a press demonstrator – all of which have been allocated an early January production slot.
The number of XKR-S models on Australian roads will be limited to around ten, meaning the hot Jaguar will enjoy a similar level of exclusivity as the Lexus LFA supercar costing more than twice as much.
“While we are not saying this will be strictly limited to 10 at this point, we decided to manage it at eight and then see if that creates a bit more energy for the car,” said Mr Goult.
“Because we knew the convertible was coming (but could not announce it) we didn’t want to exhaust the segment.”
Although the 1795kg XKR-S convertible is 42kg heavier than the coupe and has the same 405kW/680Nm supercharged 5.0-litre V8, the two variants have identical performance figures with a claimed 0-100km/h acceleration time of 4.4 seconds.
Left: XKR-S convertible. Below: C-X16.The only major technical difference is the “acoustically treated” folding hood – available in seven colours – that can deploy in 18 seconds and has been proven to withstand the car’s electronically limited 300km/h maximum speed.
In addition to the beefed-up V8 that makes the XKR-S Jaguar’s fastest-ever drop-top, it shares the coupe’s aggressive-looking aerodynamic bodykit, track-bred suspension set-up, recalibrated steering and lightweight 20-inch forged alloy wheels.
Meanwhile, huge 380mm front brake discs – and almost as big at 376mm on the rear – are grabbed by aluminium callipers that provide a front friction surface area 44 per cent greater than the regular XK.
Developing the drop-top XKR-S was simplified because the XK’s largely aluminium structure was engineered from the outset as a convertible, rather than originating as a coupe and then re-engineered as a convertible.
Jaguar chief engineer for vehicle integrity Mike Cross said: “This allowed us to apply the XKR-S coupe’s sporting suspension settings to create a convertible with no compromises.
“Its blend of great speed, precision and dynamism is given an extra dimension with the roof down and that thrilling exhaust soundtrack.”
Also drawing the crowds at the LA show was Jaguar’s C-X16 hybrid sports car concept – first unveiled at Frankfurt in September but repainted in Neutron White.
The sub-XK two-seater’s low 1600kg weight and hybrid drivetrain promises performance equalling that of the XKR-S while consuming around half the fuel.
Its 3.0-litre supercharged petrol V6 pumps out 280kW of power and 450Nm of torque – an impressive specific output of 93kW per litre – supplemented by a 70kW/235Nm electric motor bolted to its eight-speed ZF automatic transmission.
The hybrid matches the XKR-S for performance –sharing the same 4.4-second 0-100km/h time and 300km/h top speed – but almost halves the fuel consumption at just 6.9 litres per 100 kilometres (against 12.3L/100km for the XKR-S).
Mr Goult said Australian Jaguar Dealers had already reported customers expressing an interest in the C-X16 and that Jaguar Australia “will be near the front of the queue” should it go into production.
He said that, aside from “things like the mirrors and some of the seating activity”, the C-X16 as presented could in theory be put into production.
“We really want to make a smaller sports car (and) this could well be one of those (40) new models that JLR launches over the next five years,” he said.
Mr Goult added that, since being separated from the Ford-owned Premier Automotive Group and coming under Indian-based Tata control, Jaguar is more comfortable about competing with British rival Aston Martin.
“We’ve always shared a bit of territory and when we were under the Premier Automotive Group it was a bit harder to compete against them because there were boundaries we didn’t want to cross.
Jaguar 2011 XF
A PRICE rise will accompany the new-look Jaguar XFR supercharged performance sedan when it arrives in October, but Jaguar Australia is aiming to make the cost of entry to the XF range more affordable.
Pricing has been confirmed only for the range-topping model, the blistering XFR, which rises from $207,905 to $210,990.
Prices for the other facelifted XF models will be confirmed at the Australian International Motor Show in Melbourne on July 1.
Jaguar Australia said it was still working on pricing for the new entry-level model, the 2.2-litre diesel, but was tipping low $80,000s.
That would allow Jaguar to reach new customers, given that the most affordable XF in the current range is the 3.0-litre V6 diesel at $93,815.
Jaguar Australia company brand manager Kevin Goult told GoAuto the new four-cylinder diesel XF would give BMW 5 Series and Mercedes-Benz E-class customers a great alternative.
“The 5 Series and Mercedes E-class will really have something to worry about,” he said. “We need to get it in there and get some of the action.”
Specifications for the Australian cars are yet to be announced, but the XF range will get a significant freshening, mostly on styling.
The most obvious change is to the front of the car, with the new XF taking on new narrow headlights which mean the car is now much closer to the C-XF concept that previewed the XF at the 2007 Detroit motor show.
“The technology didn’t exist at the time for us to have those lights on the production car,” Mr Goult told GoAuto.
The new headlights feature a horizontal LED daytime running strip across the bottom.
The refreshed XF models also get a new front bumper, a redesigned bonnet, a new rear bumper, LED tail-lights and a new boot garnish, while the high-performance XFR also has new-look wheels, chrome side vents and larger front bumper vents.
More upgrades for the interior including a hard-drive based satellite navigation system, new steering wheel controls and soft-touch black plastic buttons for the sound system and climate control.
Jaguar has also replaced the glovebox touchpad system which drew several complaints from customers. It has been replaced by a more obvious small chrome button.
No major mechanical changes have been included in the 2012 model year, besides some suspension setting tweaks to improve the balance.
It certainly does not need any more power, as the supercharged 5.0-litre quad-cam V8 under the bulging bonnet already pumps out 375kW and 625Nm of torque.
Likewise, no changes were required for the six-speed ZF torque-converter automatic transmission, which is the only gearbox choice.
The engine matches the promise of the exterior and allows for explosive acceleration. Its official 0-100km/h time is 4.9 seconds, but it feels faster when accelerating hard.
In performance mode, which allows for more wheelslip than normal, careful acceleration is advised to avoid an unplanned sideways moment.
The exhaust has been tuned to deliver a deep and rich V8 note, but is not intrusive.
Jaguar has done an excellent job with the suspension revisions – comfortable for a high performance model, but retaining excellent body control for flat cornering.
The interior upgrades give it a lift, although the carbon-fibre cross-hatch pattern dashboard and dials appear a little cheap. Naturally, the XFR can’t match the luxuriant interior of the more expensive Jaguar models, such as the XJ.
The 2012 model-year XFR isn’t radically different, but is still an excellent prestige blaster than can be happily driven every day.
2011 Jaguar XKR Convertible
Pricing has been confirmed only for the range-topping model, the blistering XFR, which rises from $207,905 to $210,990.
Prices for the other facelifted XF models will be confirmed at the Australian International Motor Show in Melbourne on July 1.
Jaguar Australia said it was still working on pricing for the new entry-level model, the 2.2-litre diesel, but was tipping low $80,000s.
That would allow Jaguar to reach new customers, given that the most affordable XF in the current range is the 3.0-litre V6 diesel at $93,815.
Jaguar Australia company brand manager Kevin Goult told GoAuto the new four-cylinder diesel XF would give BMW 5 Series and Mercedes-Benz E-class customers a great alternative.
“The 5 Series and Mercedes E-class will really have something to worry about,” he said. “We need to get it in there and get some of the action.”
Specifications for the Australian cars are yet to be announced, but the XF range will get a significant freshening, mostly on styling.The most obvious change is to the front of the car, with the new XF taking on new narrow headlights which mean the car is now much closer to the C-XF concept that previewed the XF at the 2007 Detroit motor show.
“The technology didn’t exist at the time for us to have those lights on the production car,” Mr Goult told GoAuto.
The new headlights feature a horizontal LED daytime running strip across the bottom.
The refreshed XF models also get a new front bumper, a redesigned bonnet, a new rear bumper, LED tail-lights and a new boot garnish, while the high-performance XFR also has new-look wheels, chrome side vents and larger front bumper vents.
More upgrades for the interior including a hard-drive based satellite navigation system, new steering wheel controls and soft-touch black plastic buttons for the sound system and climate control.
Jaguar has also replaced the glovebox touchpad system which drew several complaints from customers. It has been replaced by a more obvious small chrome button.
No major mechanical changes have been included in the 2012 model year, besides some suspension setting tweaks to improve the balance.
It certainly does not need any more power, as the supercharged 5.0-litre quad-cam V8 under the bulging bonnet already pumps out 375kW and 625Nm of torque.
Likewise, no changes were required for the six-speed ZF torque-converter automatic transmission, which is the only gearbox choice.
The engine matches the promise of the exterior and allows for explosive acceleration. Its official 0-100km/h time is 4.9 seconds, but it feels faster when accelerating hard.
In performance mode, which allows for more wheelslip than normal, careful acceleration is advised to avoid an unplanned sideways moment.
The exhaust has been tuned to deliver a deep and rich V8 note, but is not intrusive.
Jaguar has done an excellent job with the suspension revisions – comfortable for a high performance model, but retaining excellent body control for flat cornering.
The interior upgrades give it a lift, although the carbon-fibre cross-hatch pattern dashboard and dials appear a little cheap. Naturally, the XFR can’t match the luxuriant interior of the more expensive Jaguar models, such as the XJ.
The 2012 model-year XFR isn’t radically different, but is still an excellent prestige blaster than can be happily driven every day.
2011 Jaguar XKR Convertible
This 2011 Jaguar XKR convertible remains one of the best-looking cars on the road. It's graceful and elegant, plus it looks fast just sitting still. I harped enough about the touch-screen interface for the navigation/entertainment/vehicle info. You have to wade through pages to do things that a simple button would do. Yes, I know buttons clutter things up, but there are more efficient ways than the touch screen.
I still like the way the gear-select knob rises up from the console once the engine lights. I also love the seat controls on the doors, and the top operation is one-button, quick and easy.
The price tag is a bit steep for what is essentially a two-seat ragtop, but man, this is one beautiful car. And to be able to drop the top on a night like last night, well, if you're close to having the coin to buy a car such as this, a few nights cruising some back country roads like I did would make it all worthwhile.
When you see a Jaguar XKR, your eyes instantly focus on the clean, flowing lines of the body. That's a primer for an equally pleasing interior with soft leathers and comfortable seats. Like Hart, one of my favorite features inside the cabin is the gear-selector dial that rises on the center console. There are also little things like a heated steering wheel, but unlike Roger, I'm not too offended by the touch-screen controls. Once you get used to it, it's actually pretty easy to navigate through.
I'm also a fan of the 5.0-liter supercharged V8 with its instant, forceful punch which is unlocked with a jab of your right foot. The six-speed automatic transmission was really smooth, and shifts are almost unnoticeable.
However, all the fun and luxury in this Jaguar XKR convertible certainly does come at a price. The $108,000 as-tested price is steep, and that price tag isn't too inflated with optional features that you can knock off.
But if you're looking for a powerful and responsive luxury drop-top cruiser for the summer and have a little extra disposable income to play with, this Jag would be perfect.
2012 Jaguar XJ
This 2012 Jaguar XJ is exactly what a flagship should be: graceful, elegant, powerful and a lot of fun to drive. The interior is simply beautiful and exceedingly comfortable. The wood trim that wraps completely around the top front of the dash and down the door panels is a wonderful touch, as are the round air vents that jut up from the dash. The touch-screen interface is better here than in other Jag examples, but it’s still not the best way to handle such things. I hate to say it but BMW’s iDrive or Audi’s MMI is a significantly better way to navigate through page after page of digital info in a car. I like the touch screen on a phone or iPad because your finger works just great. However, when you are bouncing up and down on highway, it doesn’t.
The V8 has a lot of push, and the car literally glides along at freeway speeds, barely breaking a sweat. I’ve become a fan of the digital dash, but I don’t want to think about what a nightmare it could become years down the road. For now, it is functional, informative and fitting in this car.
I’m an unapologetic Jag aficionado, and this XJ does nothing to dampen my enthusiasm. Sitting in the car, there’s no way you couldn’t know you were in a British automobile. The piped leather trim, wood accents and real metal air vents scream old-world craftsmanship of a kind simply not found in German and Japanese flagships.
The last two Jaguars that I drove had the company’s outstanding supercharged V8 providing motivation, so I was prepared to be a little let down by the naturally aspirated version. My fears were unfounded: The 5.0-liter V8 provided what felt like just as much silky-smooth, unfettered torque as the blown version. I know it wasn’t, but I never once felt like I was missing out.
With the windows closed and the panoramic moonroof sealed shut, the XJ was one of the quietest cars I’ve ever piloted. It’s like sliding along in a vacuum, just an ominous thrum from the exhaust reminding you that you are firmly in control of this experience. Step on the gas and you’re treated to one of the finest muscle-car exhaust notes this side of a Ford Mustang Boss 302. It’s simply sublime.
My quibbles mainly center on the telematics: The touch-screen multifunction control is not a model of intuitive efficiency, and a system like the MMI would be vastly preferable. I’m also not a huge fan of the computer-generated instrument cluster, though I couldn’t help but think that this layout was exactly what Aston Martin had in mind when they dreamt up the Lagonda sedan in the 1970s.
I still like the way the gear-select knob rises up from the console once the engine lights. I also love the seat controls on the doors, and the top operation is one-button, quick and easy.
The price tag is a bit steep for what is essentially a two-seat ragtop, but man, this is one beautiful car. And to be able to drop the top on a night like last night, well, if you're close to having the coin to buy a car such as this, a few nights cruising some back country roads like I did would make it all worthwhile.
When you see a Jaguar XKR, your eyes instantly focus on the clean, flowing lines of the body. That's a primer for an equally pleasing interior with soft leathers and comfortable seats. Like Hart, one of my favorite features inside the cabin is the gear-selector dial that rises on the center console. There are also little things like a heated steering wheel, but unlike Roger, I'm not too offended by the touch-screen controls. Once you get used to it, it's actually pretty easy to navigate through.
I'm also a fan of the 5.0-liter supercharged V8 with its instant, forceful punch which is unlocked with a jab of your right foot. The six-speed automatic transmission was really smooth, and shifts are almost unnoticeable.
However, all the fun and luxury in this Jaguar XKR convertible certainly does come at a price. The $108,000 as-tested price is steep, and that price tag isn't too inflated with optional features that you can knock off.
But if you're looking for a powerful and responsive luxury drop-top cruiser for the summer and have a little extra disposable income to play with, this Jag would be perfect.
This 2012 Jaguar XJ is exactly what a flagship should be: graceful, elegant, powerful and a lot of fun to drive. The interior is simply beautiful and exceedingly comfortable. The wood trim that wraps completely around the top front of the dash and down the door panels is a wonderful touch, as are the round air vents that jut up from the dash. The touch-screen interface is better here than in other Jag examples, but it’s still not the best way to handle such things. I hate to say it but BMW’s iDrive or Audi’s MMI is a significantly better way to navigate through page after page of digital info in a car. I like the touch screen on a phone or iPad because your finger works just great. However, when you are bouncing up and down on highway, it doesn’t.
The V8 has a lot of push, and the car literally glides along at freeway speeds, barely breaking a sweat. I’ve become a fan of the digital dash, but I don’t want to think about what a nightmare it could become years down the road. For now, it is functional, informative and fitting in this car.
I’m an unapologetic Jag aficionado, and this XJ does nothing to dampen my enthusiasm. Sitting in the car, there’s no way you couldn’t know you were in a British automobile. The piped leather trim, wood accents and real metal air vents scream old-world craftsmanship of a kind simply not found in German and Japanese flagships.
The last two Jaguars that I drove had the company’s outstanding supercharged V8 providing motivation, so I was prepared to be a little let down by the naturally aspirated version. My fears were unfounded: The 5.0-liter V8 provided what felt like just as much silky-smooth, unfettered torque as the blown version. I know it wasn’t, but I never once felt like I was missing out.
With the windows closed and the panoramic moonroof sealed shut, the XJ was one of the quietest cars I’ve ever piloted. It’s like sliding along in a vacuum, just an ominous thrum from the exhaust reminding you that you are firmly in control of this experience. Step on the gas and you’re treated to one of the finest muscle-car exhaust notes this side of a Ford Mustang Boss 302. It’s simply sublime.
My quibbles mainly center on the telematics: The touch-screen multifunction control is not a model of intuitive efficiency, and a system like the MMI would be vastly preferable. I’m also not a huge fan of the computer-generated instrument cluster, though I couldn’t help but think that this layout was exactly what Aston Martin had in mind when they dreamt up the Lagonda sedan in the 1970s.
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